Beginning its third year of production, the 2024 Hyundai Santa Cruz minipickup showed up at my home in a more rugged-looking new trim – the XRT.

Already known for departure from the norm in pickup appearance, the Santa Cruz’s new edition adds distinctive fender flares, side steps, bed rails, orange center caps on the wheels, black mirror caps and black door handles.

Its exterior style may be unordinary, but the finish was one of the most beautiful light-green hues I’ve seen; actually, according to Hyundai, its color is “sage gray.”

The 281-horsepower, turbocharged 2.5-liter, 4-cylinder engine and 8-speed, dual-clutch automatic transmission, previously optional, are now standard on the XRT. Standard also is all-wheel drive.

Jan and I drove it north to Cheyenne for a Sunday evening dinner (Rib & Chop House). The Santa Cruz drives, rides and handles very carlike; it is based on the Hyundai Tucson’s unibody platform. Midrange power is very adequate for the S-Cruz after relatively slow takeoffs and the overall drive is fun with dual-clutch quick shifts, even quicker with use of the paddle shifters.

Rear-side vision from the driver seat is impaired, blocked by the front-seat headrests and the pickup’s undersized rear-side windows. Side-by-side small-circle speedometer and tachometer in the instrument panel appear to be a throwback to olden days; that impression is dispelled when the engagement of a turn signal flashes a view of the left or right side of the vehicle in the circles, a modern marvel.

The easy, 144-mile drive, there and back on U.S. 85 in order to avoid heavy traffic on I-25, resulted in a high fuel mileage reading of 27.6. EPA estimate for the Santa Cruz XRT is 19/27/22.

Sticker price on the XRT review model is $41,635. The Santa Cruz Limited is the only trim higher-priced than the XRT. Base model begins around $29,000.

The side steps provided Jan with easy entry. Inside, the seats look of leather, though they are of leatherette/polyvinyl. Legroom is somewhat limited in the rear seating area. The seats are flip-ups, with storage bins.

The integrated tonneau-covered box at back is of limited size, measuring 52.1 inches long and 57.9 wide, 42.7 between wheel wells. Built-in steps in bumper corners assist access. Drop the tailgate to access a small, lockable storage space beneath the bed floor. A self-leveling rear suspension helps a tow capacity, which is rated at up to 5,000 pounds.

A close competitor to the Santa Cruz is the three-year-old Ford Maverick, also of unibody construction, 4 inches longer than the overall length of the Hyundai, and a small bed a bit longer than the Santa Cruz bed.

The Hyundai is 195.7 inches in overall length on a wheelbase of 118.8 inches. Its curb weight is 4,200 pounds.

Another unibody competitor is the Honda Ridgeline, though the Santa Cruz is smaller. The Honda is 6 ½ inches longer in wheelbase, 14 inches in overall length and is 300 pounds heavier in curb weight.

Offering a PHEV plug-in hybrid option to the new 2024 Mazda CX-90 three-row crossover seems timely, particularly since the Japanese firm aspires to a premium product ranking, just a notch below the luxury field.

The ’24 CX-90 replaces the ’23 CX-9 in the Mazda lineup. The new one is 2 inches longer in overall length and its interior is finished luxuriously. It is built in Hofu, Japan.

Strong performance is delivered from a 323-horsepower, 2.5-liter 4-cylinder engine, an electric motor, 8-speed automatic transmission, paddle shifters and a battery pack of 14.8 kWh energy capacity. It is standard all-wheel drive. With all that, its curb weight is a heavy 5,236 pounds.

It is quick-charged in a couple hours overnight with a Level 2 charger. Its electric range, though, is only 26 or 28 miles. When you look out at all those other pluggers, including Ford at 37 miles, Volvo 41, Toyota 42 and 46, it seems 26 might be insufficient.

Three times I charged it full to 26, 28 and 29 miles, and mixing together all the driving of the week was an average of 39.4 miles per gallon. It is rated at 56 MPGe and 25 miles per gallon for gasoline usage.

Its shift sequence is somewhat odd, in that the lever, from Drive, moves forward to Reverse, then left to Park. The 90-degree turn requires a moment stop at Reverse. Drive modes include Normal, Sport, Offroad, Towing and EV. Tow capacity is 3,500 pounds.

The review model delivered to me is the high-end PHEV Premium Plus, sticker-priced at $58,920, including 12.3-inch center display, lane-departure warning, 21-inch wheels, heated and ventilated nappa leather seats, and on and on. Lesser-equipped PHEV trims begin around $7,000 cheaper. Gasoline-only models are powered by a 3.3-liter, inline-6-cylinder, and base trim begins in the low $40,000s.

A delay in the Mazda key pod in its intended unlocking and locking, leaving the charge connector secured to the rear-fender receptacle, caught the attention of Leonard, a neighbor/friend, who was walking past my opened-door garage. We tried again, the doors unlocked, the plug pulled right out, we hung-up the cord, put things away and Leonard sat down for a cup of coffee.

The Crown showed up at my place.

No, not the Crown Royal; no, not the Crown Prince.

It is the mid-sized Toyota Crown hybrid sedan, successor to the big Avalon four-door, for which production was shelved a year ago. It’s been 50 years since Toyota sold a new product in the U.S. under the model name of Crown.

This one is an eye-catcher, lengthy and lifted, sporting two-tone paint and riding on 21-inch machined alloy wheels and Bridgestones.

It is the Platinum upper trim level, which means it is equipped with a turbocharged 2.4-liter, 4-cylinder engine, two electric motors (one for each axle), direct-shift 6-speed automatic transmission and all-wheel drive. The engine/motors combination delivers 340 horsepower. 

With adaptive variable suspension upgrades and full-time electronic AWD adjusting between 70:30 and 20:80, the 4,350-pound Crown is well-planted and an excellent handler. Drive-mode selection is open to study; it is offered as Normal, Eco, Sport, Comfort and Custom. Jan and I enjoyed a pleasant Sunday evening drive to Fort Morgan for dinner at the Mav. The interior is luxurious, roomy with comfortable, upright seating.

There is a tradeoff to all those performance and transmission achievements. The Crown Platinum averaged about 28.5 miles per gallon in our easy drive. The Crown’s lesser trims of XLE and Limited are equipped with 2.5-liter engine, two motors, AWD and a much weaker continuously variable transmission (CVT). Yet, it should average around 38 mpg, almost 10 better than we did for the same-type driving we did.

Dimension-wise, the Crown falls between the former Avalon and current Camry. The Crown’s overall length of 194 inches is 2 shorter than the Avalon’s and 2 longer than Camry’s. The fact the Crown is lifted a bit lends it more the feel of an SUV crossover than a competitive sedan.

Beginning prices for the three trim levels of the Toyota Crown are $41,045 for the XLE, $46,645 for the Limited and $53,445 for the Platinum.

Boosting the Crown’s sticker to $55,217 are two-tone premium paint, side puddle lamps, all-weather mats and mud guards. Highlighting a long list of standard equipment are heated steering wheel, heated and cooled leather front seats, heated rear seats, 11 JBL speakers including subwoofer and amp, panoramic roof, wireless smartphone charging, radar cruise control, lane-departure alert and steering assist, road sign assist, parking assist with automatic braking.

The Crown, built in Aichi, Japan, was originally sold in the U.S. from the late 1950s until 1972. It was a much smaller vehicle then, about a foot shorter and 1,300 pounds lighter.

Though 2 inches shorter in wheelbase, Hyundai’s new 2024 Ioniq 6 sedan is almost 9 inches longer in overall length than the Ioniq 5 crossover.

Jan and I enjoyed a very smooth drive with the Ioniq 6 from our home up north, heading across U.S. 34 to busy I-25 and on south to Longmont. For the return, we selected the more leisurely U.S. 287 from Longmont to Loveland, then home via U.S. 34.

Comfort and ride quality are positives for Ioniq 6, which is based on the Hyundai platform, E-GMP, which also serves the Ioniq 5, Kia EV6 and Genesis GV70 electric.

The Ioniq 6 is one of the most aerodynamic production sedans ever built. With its extended length, it is generally roomier than the Ioniq 5, other than headroom for which the 6’s sleek, low-slung style is costly.

The I-6 slots high in my book covering the many all-electric models I’ve driven in the past three years. But I must ask, “Is anyone buying sedans these days?”

Even the Hyundai’s sticker price of $58,425 seems in line with competitive electrics.

The sedan’s all-wheel-drive capabilities come from dual electric motors and a 77.4 kWh battery. Active air flaps in the front bumper open when the battery pack is in need of extra cooling.

Hyundai has a quick, easy charging system. A DC fast charger can reach 80 percent capacity in as few as 18 minutes; a Level 2 home charger can attain full charge in approximately seven hours.

I was unable to accomplish any relatively quick recharging of the Ioniq 6 from my home-base garage, for Hyundai didn’t provide an adapter for mating up with my 220-volt receptacle. The Ioniq’s charging cord was fitted for 120-volt engagement, which is so much slower than the 220. I was able to maintain near-full range with the Audi Q8 e-tron quattro the previous week, for an easy-to-use adapter was part of the car’s charging assembly.

With key in pocket, approach the Hyundai car and door handles, flush with the door skin, pop out for use in opening; switches for operating the front windows are positioned in the center console.

Twin ducktail spoilers draw attention to the rear of the vehicle at night with special lighting. Other features include auto-dimming rearview mirror, 12.3-inch digital instrument cluster, rain-sensing windshield wipers and Bose premium audio.

Other than some tire/road noise, the drive of one of the newest electric autos, the Cadillac Lyriq, to one of the oldest restaurants, the Pepper Pod at Hudson, was a finely charged performance with gentle ride.

The Lyriq is Cadillac’s first-ever electric automobile; it offers an estimated driving range of 314 miles from its 12-module, 100 kWh battery pack. The rear-wheel-drive SUV is smooth, of course, and roomy and fairly quick with a 340-horsepower electric motor at its rear axle. An all-wheel-drive version is also available.

I picked up the luxurious Lyriq from Bob and Erick Ghent at Ghent Motors in Greeley. I’d seen one other some months earlier at an unveiling at Elway Cadillac at Park Meadows in Lone Tree.

It’s not as quick as a Mercedes EQS, but let me remind you – the two EQS models I’ve driven were priced at $122,100 and $158,780; the sticker on the Lyriq is $63,725. At that price range, the Lyriq is a competitor of the BMW i4 electric.

The drive to Hudson and back home was pleasant; the Lyriq displayed an ease of lane correction and, when used, very strong regenerative braking. I opted for sport mode much of the run; that negates an immediate braking on deceleration, allowing a more-steady highway speed.

A beautifully finished black crystal grille which lights at night is an attraction for the Cadillac. It has no frunk (front-end trunk). The luxury model is 196.7 inches in overall length on a wheelbase of 121.8 inches. In its stellar black metallic finish, it has a lengthy look.

It’s when walking up to a rear door that it becomes somewhat uncanny. I touch what appears to be a door handle, the door pops open a bit and I must grab hold of the edge of door frame to pull it wide open. Rumor has it that Cadillac will replace the “touch-and-grab” system with an actual door handle for the future. That makes sense.

Austrian studio microphone and headphone maker AKG made its debut with Cadillac in an Escalade a couple of years ago, and has been a resounding success in the Lyriq, as well. Among 19 speakers are a pair in each of two front-seat head restraints. A 33-inch diagonally advanced LED display, a large glass roof and massaging front seats are other interior highlights.

Cadillac’s first all-electric, Lyriq, is built on the Ultium platform, as is the Chevy Silverado EV. The Ultium lithion-ion battery system is in production at the GM Spring Hill plant in Tennessee.

Base price of $62,990 for the Lyriq Luxuy RWD model is boosted to $63,725 with the addition of the special stellar black metallic finish, cargo net and first-aid kit. The AWD version carries a $2,000 premium.

The bZ4R is #2,600 for B.W.

It is the 2023 Toyota bZ4R Limited all-wheel-drive, all-electric compact SUV, being produced jointly with Subaru, which calls its version the Solterra. They share the same platform and are built at Toyota’s Aichi plant in Japan.

Following several months since introduction, Toyota has sold 3,000 of its bZ model; Subaru 2,400 of its Solterra. Toyota offers its electric in front-wheel or all-wheel configuration, while Subaru’s, like its other products, is AWD-only.

Toyota explains its puzzling nomenclature, saying the bZ is for “Beyond Zero,” the company’s commitment to go beyond producing carbon-neutral vehicles, and actually having a net positive impact on the environment.

The bZ4R AWD uses an 80-kilowatt electric motor at each axle for a total of 214 horsepower. On the front-drive versions, one motor of 150 kilowatt puts out 201 hp. The Toyota offers regenerative braking and several drive modes, including Normal, Eco, Snow and Boost.

I made a drive to Sterling, with Jan and daughter Kim Parker, to check on sister Norma and brother-in-law Dave Wagner, as well as a stop for Justin Weber, a Sterling High classmate and friend, who is getting back on his feet after a seven-week hospitalization.

The bZ4R Limited’s estimated range for the 63.4-kWh battery pack is 222 miles. A bit more than half of that was used on the drive down, including a short run about town and a diversion to the Logan County Burrito Company.

Heavy rain, wet roads and use of wipers and headlights required increased use of energy from the battery pack on the drive back to Greeley. We had replenished the pack at Sterling’s newest charging station across street from former Bill’s Motor Company Cadillac/Oldsmobile dealership.

There is no glovebox in the four-door electric, in order, I guess, that the front-seat passenger has ample legroom. Glossy black piano trim on the center console reflected glare from the sun during midday driving, and also easily collected fingerprints.

Handling in the turns and stop-and-go traffic is good, acceleration is very good. The bZ’s rear-seat ride level is among the rougher I’ve tested. Of course, the Toyota wouldn’t be expected to compare with a Mercedes EQS; I didn’t think, though, it matched up in comfort and support with the Ford Mustang Mach-e. That is in the rear-seating area, front seat is fine.

The extra cost for the all-wheel-drive option is $2,080. That, along with JBL premium audio, heated rear seats and rear spoiler raised sticker price to $52,583.

The bZ is 184.6 inches in overall length on a wheelbase of 112.2 inches and curb weight of 4,398 pounds. Once past the unadorned nose of the new Toyota, the styling is excellent.

The drive of the bZ4R is the 2,600^th car or truck I’ve reviewed since the mid-1970s.

Made available to me for a short drive in late June was the hot-selling 2023 Tesla Model 3 all-electric sedan.

With Richard Maxfield of Greeley as a passenger, I pulled the 2024 Subaru Impreza hatchback into the parking area of the Tesla Service Center in Loveland. Within 10-15 minutes, I was in the driver seat of the Tesla 3 heading south out of Loveland.

The smooth-operating Tesla Model 3 is of rear-wheel drive, with an electric motor at that axle, and has a strong regenerative braking system.

Estimated electric range from the Model3’s lithium-ion battery pack is 272 miles. Of a question I posed of what is the battery’s biggest drain from range, other than normal power use, Nate from the service center said, “In these parts it is cold weather.”

Sticker price on the model I drove is $41,380, though buyers are eligible to qualify for federal tax credits.

Maxfield a year ago purchased a new Tesla Model Y and took delivery at the Loveland service center.

The Model 3 was introduced by Tesla in 2017.

The top 10 sellers of electric models in the U.S. for the first six months of this year are led by:

• Tesla Model Y with 190,500, followed by
• Tesla Model 3 with 121,500;
• Chevrolet Bolt 33,659;
• Tesla Model S 19,100;
• Volkswagen ID4 with 16,448;
• Ford Mustang Mach-e 14,040;
• Hyundai Ioniq 5 with 13,641;
• Tesla Model X 11,900;
• Kia EV6 with 8,328 and
• Rivian RIT 7,811.

New-model gas/electric hybrid automobiles continue in strong popularity across the country; some dealerships are having trouble keeping any on the lot or in the showroom for display.

Two I’ve driven recently, both of which recorded excellent fuel mileage, are the 2023 Toyota Corolla Cross Hybrid S all-wheel drive crossover and the ’23 Honda Accord Hybrid Sport front-wheel-drive sedan.

The Corolla Cross Hybrid, which averaged 41.7 miles per gallon, has overall length of 176.1 inches, fitting in size right between the Toyota C-HR at 172.6 inches and the Toyota RAV4 at 180.9. Curb weight for the Corolla Cross Hybrid is 3,296 pounds. Its powertrain is same as that from the new-generation Toyota Prius.

The combination of a 2.0-liter, 4-cylinder gas engine and electric motors provides 196 net horsepower and 139 lb.-ft. of torque.

All-wheel drive is standard on the S trim of the Corolla Cross Hybrid. Pricing begins around $29,000 and sticker price for the review model reached $35,000. The Corolla Cross Hybrid is built in Huntsville, Ala.

Toyota’s lineup of gas/electric hybrid vehicles are Corolla, Corolla Cross, Highlander, RAV4 Prime, RAV4 Hybrid, Sienna, Venza, Prius and Prius Prime.

The radiant red metallic Honda Accord Sport sits low and is very sleek with long hood and short rear deck with spoiler.

A 90-mile drive into the foothills and back on Sunday evening delivered an average of 47.6 miles per gallon for the Accord, the ultimate for the week. Lowest reading was 39.5 for 60 miles, much of it stop-and-go, earlier in the week.

Front-seat headroom seemed satisfactory for 6-foot-4-inch Ted King, a friend who with wife Shirley joined Jan and me for a ride to Meeker’s in Greeley. Legroom was especially tight, though, in the rear seat.

The Accord Hybrid, built in Marysville, Ohio, carried a sticker price of $35,425, including leather-trimmed seats, 12.3-inch color touchscreen display, wireless Apple CarPlay/Android Auto integration, heated front seats, power moonroof, 19-inch alloy wheels and remote engine start. Honda Sensing offers adaptive cruise control, collision-mitigation braking, lane-keeping assist and traffic-jam assist.

Have you ever seen a beautiful wagon? Me neither, until the 2023 Volvo V60 Cross Country B5 all-wheel-drive model showed up at my home. Its blackstone finish is almost majestic in appearance from the nifty nose and Thor’s Hammer LED headlights out front of the sloping hood, over the raked windshield and flow of roofline to the large taillight clusters.

It’s a five-passenger compact model of 188.5 inches in length and wheelbase of 113.2 inches, with luxurious interior accommodations.

The B5 engine designation, replacing the former T5, is for a new, turbocharged 2.0-liter, 4-cylinder of 247 horsepower/258 torque, 8-speed Geartronic transmission and all-wheel drive. An added boost is a 48-volt mild hybrid system for starting the car and passing, as well as slowing when it utilizes regenerative braking.

Performance is smooth and ride is comfortable with Volvo’s typically wide, supportive seats. One of my many great drives was a September night 20 years ago from Ashland, Ore., to Winnemucca, Nevada, in a front-drive Volvo V70 wagon on a straight, lightly used highway which invited excellent miles-per-hour. That drive will be one of many featured in my book, “2,600 Cars and a Dog Sled,” scheduled for publication this fall.

Last week’s ’23 V60, riding on Pirelli 245/40R20 tires, averaged 25.5 miles per gallon; its EPA estimate is 23/30. The V60 is built at Ghent, Belgium.

Twenty-inch, seven-spoke wheel kit with all-season tires, Bowers and Wilkins premium sound and ventilated nappa leather seating helped push sticker price from base of $54,100 to $63,585. A new Google-based infotainment system has been added. Cargo space behind the rear seat is 23 cubic feet.